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A(No Model.) 4 Sheets-Sheet 1.

H. BAINBS. RAILWAY GAR TRUCK.

'Na 352,028.v Patented Nov. 2, 1886.

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A 4 Sheets-Sheet 2.

H. BAINES.

RAILWAY GAR TRU'GK.

Patented Nov. 2. 1888.

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H. RAINER.

l RAILWAY GAR TRuoR., No. 352,028. y Patented Nov. 2, 1886'.

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UNiTED STATES PATENT (OFFICE.

HUGH BAINEs, or BROOKLYN, New YORK.

RAILWAY-'GAR TRUCK.

SPECIFICYATIQN forming part-of Letters Patent No. 352,028, dated November 2, 1886.

Application mea March n, 188e.

To @ZZ whom may concern.-

Be'it known that I, HUGH BAI'NEs, of Brooklyn, county of Kings, and State of New York, have invented certain new and useful Improvements in Car-Trucks, or" which the following is a specification.

My invention relates to a truck which is more especially adapted for use in connection with livestock cars, although it can be'employed to advantagein any freight or passenger car, as will be explained.

The object of my invention is to produce a truck which will dispense entirely, or nearly so,with what is known as the roll 7 or roll motion77 of the ear-body, al feature which is especially undesirable in live-stock cars, and

i particularly dangerous when the trains are curves.

constructed a truck whose springs are set in i running very fast through switches and around To obviate these draw backs I have line, or nearly in line, with the outside longitudinal sills y.of the car, thereby increasing the distance between the king-bolt or center of the car and the center of the springs, and by this means'redueing the rolling motion. J To' provide for the lateral movement of the car-body, and at the same time relieve the springs of any cross-strain, I introduce rollers' between the upper transom and an intermediate transom secured to and upon the springs of the truck. The upper transom rests and travels on these rollers, which provide for the lateral ,movement of the car-body, suitable stops being placed on the upper transom to limit the side or lateral movement and keep the earbody within proper bounds. ,I also provide a `bracket which is attached to the intermediate transom, and which serves to prevent said transom from moving sidewise. Heretofore in `rigid car-trucks no provision has been made for the lateral or side movement of the upperv transom, itbeing utilized to hold the sides of Athetruek together and permitting/the car to rise and fall only, and preventing the truckframe fromspreading or collapsing. Consequently, as I make'the said upper transom movable frompside to side, I introduce angle Q or T irons to connect the sides of the truck and hold them ntheir proper relative p`osition. rI hese are the main features of my invention, the-details of which'will be hereinaf-` termore fully-described.

`which is set a wooden beam.

channel-iron are fastened together by means lthe springs. lversely of the transom E and parallel with the sides of the car.

`dom of movement.

verse movement of the king-bolt.

Serial No. 197,006. (No model.)

q 1 and 4.

The springs A A are arranged in pairs and rest upon the bottom transom,C, composed, as shown in Fig. 6, of ordinary channel-iron, in The beam and of bolts c.

The lower portions of the springs A Aare secured to the transom C by means of the clamping-irons D, and the upper portions are fastened, by means of similar clamping devices, D', to what I term an intermediate transom,`

E. This intermediate transom, E, rests upon .l

Rollers F are arranged trans- Ihey rest and are adapted to turn`on the intermediate transom, and are retained in position by means of U-bolts G, which extend through and are firmly secured in the-upper transom, H. Aslight rolling or rocking movement of the rollers F preventsY the `transmission of sudden lateral. jars and vibrations from the running-gear to the car-body. In practice the U-bolts G, which embrace the rollers F, are made with sufficient width or Yspan to permit this free- The upper transom, H, is composed of an H-iron having its upper cavity filled with wood. '.Ihis upper transom seats and is adapted to travel upon the rollers F, which rest upon the intermediate transom, E. The king-bolt I extends through the body-bolster J of the car down through the body center plate, K, and truckcenter plate K', and through the upper transom, H. It also extends through the intermediate transom, E, the-latter being providedwith an elongated slot, E', to permit of a free trans- It will be seen in the drawings that thelongitudinal sills ICO KGA

l of the ear-body L protrude slightly beyond the vertical plane of the springs A A; but the springs may be placed farther out and be located directly beneath the line of the sills, if preferred. The body side bearings M rest on the truck side bearings M, the latter being provided with a suitable oil-box, m, and being secured to the upper transom by means of bolts N, extending through them.

O is the pedestal tie-bar, I the arch-bar, and P the inverted arch-bar.

R It are columns whichextend between the archbars, and are rigidly secured by means of bolts r r, extending through them. Lugs o" are provided on the side of the columns, through which I place suitable bolts for binding to lower transom. g

Extending between the columns R R is a bracket, S, the said bracket being provided with lugs s, which overlap the columns and serve to keep the bracket in position. The intermediate transom, E, is secured to the bracket by means of bolts s', so that as the transom E moves up and down the bracket S will follow it, sliding upon the columns R, and serving as a guide for the transom, and preventing it from moving sidewise or departing from its vertical line of motion.

T T are strips which are bolted at the sides of the springs by means of bolts t, to prevent the lateral thrustfrom injuring the springs or dislodging them from their proper position.

U U are T-irons which extend transversely of the truck, and are attached to the top of the columns, for the purpose of keeping the truck from spreading or collapsing.

V V are stops bolted to the upper transom, which extend to within a fraction of an inch of the columns R It, for the purpose of limiting the lateral movement of the car-body. As the car-body, carrying the upper transom, H, with it, moves sidewise over the rollers F, the stops V V abut against the columns R R and prevent the further lateral movement of the ear-body. This arrangement provides for all the side motion that is necessary as between the car proper and the truck, and also provides a safer and easier movement than that of the swing-beam and other trucks.

In the device shown in Figs. 9 and 10 the bracket S is modified and the T-iron U is dropped lower down, being supported by lugs R on the columns R. A clamping-iron, IV, is provided, which extends around in front, and has downwardly-extending arms w w', formed integrallywith it, and which reach under and are attached by means of bolts to the lower transom, C. The clamping-iron WV is securely bolted to the T-irons U, as shown in Figs. 8 and 9. The arms w w serve to confine the springs in the proper bounds, forming an outer guard and preventing a lateral thrust from deranging them from their normal vertical position. The bands Y of the springs A extend into the opening between the two arms w wand prevent the springs from tilting forward or backward. When the springs move up and down, the bands Y will travel in the aforesaid opening and limit the springs to a strictly vertical movement. The intermediate transom is bolted to the bracket S, the same as in the other form already described.

In the form shown in Figs. 8 and 1l the intermediate transom is somewhat smaller, and is provided with lugs e, which drop down between the springs. These lugs serve to keep the transom in position. The functions performed, however, by the intermediate transom shown in Figs. 8, 9, l0, and 1l, are precisely the same as the one shown in the other figures ofthe drawings. In fact, the only difference is a slight change in construction-to wit, iu one form it is continued all the way across the truck-frame, while in the other form it is-not. rIhe objects of both are t-he same, however, and I consider one the equivalent of the other, having referred to them both as the intermediate transom.

ln the claims following, where the term lateral movement7 is employed, I refer to movement lateral or sidewise with respect to the car-body, and where I speak of "longitudinal movement I refer to movement longitudinal relatively to the car-body.

In the form shown in Fig. l0 the clampingiron IV and the downwardlyextending irons w w'serve also as a support for the outer ends of the bottom transom, c.

Having thus described my invention, what I claim as new therein, and desire to secure by Letters Patent, is-

l. In a car-truck, an intermediate transom between the upper and lower transoms of the truckframe proper, guided at its ends in the side frames of the truck, so as to have vertical movement only, and affording lateral movement to the upper transom, substantially as set forth.

2. A cartruck having within its own frame an upper and a lower transom, with an intermediate transom guided at its ends in the side frames of the truck, so as to confine it to vertical movement, while affording lateral movement to the upper transom, as explained.

3. A car-truck constructed with an intermediate transom between the upper and lower transoms of the truek-.frame,and with bearingrollers interposed between the upper and intermediate transoms, all of said parts being included within the truck-frame proper, substantially as and for the purposes set forth.

4. In a cartruck, the rollers resting on an intermediate transom and supporting the top transom, which rests and travels laterally on the rollers, said top transom being situated entirely within the truck-frame proper, and being secured from longitudinal movement in said truck-frame, as shown and described.

5. The combination, with a carbody, of a truck having an upper transom extending from one side of the truck to the other, capa ble of horizontal movement in the direction of its length, but incapable of movement lengthwise of the car, a king-bolt connecting thel IIC IZO

asaoza Y I y said upper transom to the body-bolster of the car, and anV intermediate transom or support for the upper transom limited Vto vertical movement,wliile permitting the aforesaid horizontal movement ot the upper transom, as eX- plained. 6.` In a car-truck, the combination of an intermediate transom constructed and arranged substantially as shown, and fastened to guides in said frame to secure it against lateral movement, and an upper transom extending from side to side of the truckframe,and situated entirely within it, and capable of horizontal movement only in the direction of its length, for the purposes set forth.

7. The combination, in a car-truck,A of the intermediate transom resting at its outer ends upon the springs, and the rollers resting on the intermediate transom and directly above the springs, with the upper transom resting at, its

outer ends upon the rollers, as shown and described. Y.

8. In a car-truck, the combination, with the springs, andthe intermediate transom supported at its extremities by said springs, of an upper transom bearing at its ends upon rollers traveling onA said intermediate transom directly over the springs, said upper tran- A som being capable of. sliding in the direction of its length, substantiallyasset forth.

9. In a car-truck, the combination, with the springs and an intermediate transom resting thereon at its ends, of an upper transom movi able in the direction .of its length, and rollers interposed between said upper vand intermediate transo'ms, near their extremities, (over the springs)V whereby the intermediate transom is relieved of the Weight of the car, substantially as set forth.

10. In a truck for cars, an intermediate transomsupported upon and secured at its outer" ends to the springs, the upper transom conr'iected by the king-boltto the body-bolster of the car, and the rollers arranged parallel with the length ofthe car, and situated between the intermediateand upper transoms, to provide for the lateral movement of the carbody, substantially as shown and described.

11. The combination, with the car-body, of a truckhaving springs, an upper transom having endwise movement transversely to thecar, stops limiting said endwise movement, means preventing the displacement-of said transom lengthwise of the car, a king-bolt connecting it to the body-bolster of the car, and an intermediate transom or support for the upper tran som,resting upon the springs and restrict- .ed to vertical movement, substantially as set forth.

12. The combination, with a car-body, of a truck having an intermediate transom-resting on the springs and restricted to vertical movement, an upper transom resting on the intermediate transom, rollers interposed between the upperand intermediate transom, a kingbolt connecting t-he upper transom to the bodybolster of the car, guides permitting horizontal movementof the upper transom only in the diy rection of its length, and stops limiting such movement, substantially as set forth.

13. A truck for cars, having the springs set inline or nearly in line with the outside longitudinal sills of the car-body, the intermediate transom resting upon the springs, -the rollers which rest and traveli on the intermedi- .ate transom, and the upper transom which rests and travels upon the rollers.

14. In combination with a truck substantially as hereinbeforedescri bed, the springs arraltgedv outside of the wheels and parallel with and in line or nearly in line with the outside longitudinal sills ofthe car-body, for the purpose of decreasing the roll motion of the car, the said springs being providedwith guides on either or both sides to limit them to their vertical movement,- as set forth.

15. .In a car-truck having the springs arranged parallel to andvin line or nearlyin line with the outside longitudinal sills of the carbody, the intermediate transom secured to the top of lthe springs and having rollersarranged upon it and directly over the centerof the springs, in combination with the upper transom having U-shaped bolts for holding the rollers in position, substantially as shown and described.

16. In a car-truck, the intermediate transom resting at its outer ends upon the springs,the columns which serve as guides for'the intermediate transom and the springs, in combination with the rollers, the upper transom, and the stops attached to the said upper Vtransom for the purpose of limiting the lateral movement of the car-body. y

17. ln a car-truck, the intermediate transom resting on the springs, the T-irons U, connecting the sidesof the truck, the clamping-iron W, and the downwardly -extending 4arms w lw', for guarding the springs and guidingthem and the ends ot' the intermediate transom in their vertical movement.

18. In a car-truck, the combination of the lower transom, the springs resting thereon, the columns R, and the arms w w', for guarding and guiding the springs, the said springs being parallel with the sides of the car and in line or nearly in line with the outside sills thereof. K

19. In a car-truck, the bottom transom, the springs resting thereon and situated in line or nearly in line with the outside longitudinal sills of the car-body, the inclosing-columns and arms for guarding and guiding them, and the intermediate transom attached to the springs, as shown and described.

20. ln a car-truck, the bottom transom, the springs resting thereon land situated in line, or nearly so,with the outside longitudinal sills of the car-body, the intermediate transom resting on the springs, the columns and arms for guarding the springs and guiding them, and the intermediate transom ends vertically Within the side frames, the rollers bearing on the intermediate transom ends, and the upper tran- IOO som resting on the rollers, substantially as set forth. l

21. The combination, in a car-truck, of the bottom transom, the arch and tie bars, the

tached to the lower transom, as shown anddeseribed. Y

22. The combination, in a car-truck, of the bottom transom, the springs arranged parallel to and as far or nearly as far out as the sills of the car-body, the intermediate transom resting onthe springs, the rollers resting on the intermediate transom, and the top transom resting on the rollers, as shown and described.

23. The combination, in a car-truck, of the bottom transom, the springs arranged parallel with the length of the car and at the extreme ends of the said transom, the intermediate transom resting on the springs, the rollers reston the intermediate transom and directly above the springs, the upper transom resting on the rollers and provided with stops, as described, and the columns R, all arranged substantially as and for the purpose set forth.

24. The combination, in a ear-truck, of the bottom transom, the springs arranged as shown and described, the intermediate transom, the

rollers resting on the intermediate transom, the top transom resting on the rollers and provided with stops to limit its lateral movement, the columns R, and the T-irons U, or

their equivalents, to connect the two sides of 35 the truck together.

25. The combination, in a car-truck, of the bottom transom, the columns R, the T-irons U, for connecting the sides of the truck, the clamping-irons XV and the downwardly-extending arms w w', attached to the lower transom, the springs situated between the said arms and columns, the intermediate transom resting on the springs, the rollers, and the top transom, all arranged substantially as shown and described.

26. The combination, in a oar-truck, of the bottom transom, the springs resting on said transom at its outer ends, the Vertical arms for guarding and guiding the springs and supporting the ends of the lower transom, the clamping-irons WV, and the T-irons, or their equivalents,` for connecting the sides of the truck together, all arranged substantially as and for the purposes set forth.

HUGH BAINns.

Witnesses.:

Cans. MATTHEWS, HERBERT KNIGHT. 

